A boom deploy actuator with improved maintainability and simplicity has an electric motor and control circuitry for selectively powering the motor to develop torque with either rotational direction for rotating a capstan to vary the length of a boom cord extending from the capstan to a boom. In a preferred embodiment, the motor is a brushless electric motor. The control circuitry preferably includes circuit components for limiting the speed of the motor.
|
35. A system for providing improved maintainability in an aircraft boom deploy actuator comprising apparatus for:
locking and unlocking a boom in a stowed position; powering the boom deploy actuator when the boom is not locked by the locking and unlocking apparatus; and controlling a rotational velocity of the actuator.
22. A boom deploy actuator comprising:
an electric motor coupled to a capstan for rotating the capstan in either rotational direction, wherein the length of a boom cord extending from the capstan to a boom varies with the rotation of the capstan; and control circuitry for selectively powering the motor to develop torque with either rotational direction.
1. A method for deploying a tanker boom comprising:
developing a deploy starting torque having a first rotational direction using a boom deploy actuator for rotating a capstan to move the boom from a stowed position toward a fully deployed position; developing a slack remover torque having a second rotational direction opposite the first rotational direction using the boom deploy actuator for rotating the capstan to remove any slack in a boom cord extending from the capstan to the boom; developing a stow operation torque having the second rotational direction using the boom deploy actuator for rotating the capstan to move the boom from its fully deployed position to its stowed position.
36. A system for providing improved maintainability in an aircraft boom deploy actuator comprising apparatus for:
locking and unlocking a boom in a stowed position; powering the boom deploy actuator when the boom is not locked by the locking and unlocking apparatus; and controlling a rotational velocity of the actuator, wherein the apparatus for controlling the rotational velocity of the actuator comprises apparatus for: sensing a rotational speed of an actuator motor; sensing a first current supplied to the motor; and reducing the first current when one condition from the group consisting of the following is true: 1) the rotational velocity is higher than a first speed and 2) the first current is higher than a first threshold current.
42. A system for providing improved maintainability in an aircraft boom deploy actuator comprising apparatus for:
locking and unlocking a boom in a stowed position; powering the boom deploy actuator when the boom is not locked by the locking and unlocking apparatus; and controlling a rotational velocity of the actuator, wherein the apparatus for controlling the rotational velocity of the actuator comprises apparatus for: powering a brushless electric motor to rotate a capstan in either rotational direction, wherein the length of a boom cord extending from the capstan to the boom varies with the rotation of the capstan; and commanding the apparatus for powering the motor to power the motor to rotate in a first rotational direction for urging the boom to move in a predetermined one of its linear directions.
2. The method as defined in
developing a damping torque having the second rotational direction using the boom deploy actuator for rotating the capstan to provide smooth deployment of the boom.
3. The method as defined in
sensing a rotational speed of an actuator motor; sensing a first current supplied to the motor; and reducing the first current when one condition from the group consisting of the following is true: 1) the rotational speed is higher than a maximum speed and 2) the first current is higher than a maximum current.
4. The method as defined in
shunting a second current generated by the motor into a damper circuit to place an electrical load on the motor if the rotational speed is higher than the maximum speed.
5. The method as defined in
6. The method as defined in
7. The method as defined in
8. The method as defined in
9. The method as defined in
controlling a rotational velocity of the boom deploy actuator.
10. The method as defined in
sensing a rotational speed of an actuator motor; sensing a first current supplied to the motor; and reducing the first current when one condition from the group consisting of the following is true: 1) the rotational speed is higher than a maximum speed and 2) the first current is higher than a maximum current.
11. The method defined in
shunting a second current generated by the motor into a damper circuit to place an electrical load on the motor if the first current is substantially zero and the rotational speed is higher than the maximum speed.
12. The method as defined in
13. The method as defined in
14. The method as defined in
15. The method as defined in
16. The method as defined in
providing a signal to a lock/unlock actuator for unlocking the boom in its stowed position; switching a first switch for providing power to the boom deploy actuator; and supplying a first current to an actuator motor using a control block.
17. The method as defined in
18. The method as defined in
supplying a second current to the actuator motor using the control block.
19. The method as defined in
20. The method as defined in
switching a second switch for providing power to stow operation circuitry; and supplying a third current to the actuator motor using the stow operation circuitry.
21. The method as defined in
23. The boom deploy actuator as defined in
24. The boom deploy actuator as defined in
25. The boom deploy actuator as defined in
damper circuitry for selectively applying electrical current generated by the motor to an electrical load to thereby retard the motor.
26. The boom deploy actuator as defined in
hall effect sensors for measuring the rotational speed of the motor.
27. The boom deploy actuator as defined in
first circuitry for selectively commanding the control circuitry to power the motor to develop a first torque with a first rotational direction for urging the boom to move in a predetermined one of its linear directions.
28. The boom deploy actuator as defined in
29. The boom deploy actuator as defined in
circuit components for selectively commanding the control circuitry to power the motor to develop a second torque with a second rotational direction for removing slack from the boom cord.
30. The boom deploy actuator as defined in
damper circuitry for selectively effecting the motor to develop a third torque with the second rotational direction for limiting the rotational speed of the capstan.
32. The boom deploy actuator as defined in
torque setting circuitry for selectively commanding the control circuitry to power the motor to develop a fourth torque with the second rotational direction for urging the boom to move in the other predetermined one of its linear directions.
33. The boom deploy actuator as defined in
34. A system for providing improved maintainability in the boom deploy actuator as defined in
locking and unlocking the boom in a stowed position; and powering the boom deploy actuator when the boom is not locked by the locking and unlocking apparatus.
37. The system as defined in
shunting a second current generated by the motor into a damper circuit to place an electrical load on the motor if the rotational speed is higher than the maximum speed.
38. The system as defined in
measuring a frequency of a Hall effect sensor signal.
39. The system as defined in
measuring a back electro-motive force generated by the motor.
40. The system as defined in
reducing a voltage supplied to the motor.
41. The system as defined in
pulse-width-modulating a power signal supplied to the motor.
43. The system as defined in
selectively commanding the apparatus for powering the motor to power the motor to rotate in a second rotational direction for removing slack from a boom cord extending from the capstan to the boom.
44. The system as defined in
selectively commanding the apparatus for powering the motor to power the motor to rotate in the second rotational direction for urging the boom to move in the other predetermined one of its linear directions.
|
This application claims the benefit of U.S. Provisional application No. 60/378,803, filed May 7, 2002.
This invention relates to actuators used in aircraft boom deploy systems for aerial refueling. More specifically, this invention relates to systems and methods for improving the simplicity and maintainability of aircraft boom deploy actuators.
Several systems are used by aircrafts in order to aerially refuel other aircrafts. One known type of refueling system is the so-called "boom deploy" system. In this type of system, a boom extends from the tanker or fuel-source aircraft to the fuel-receiving aircraft, whereby fuel is conveyed from the former to the latter aircraft. The boom is generally pivotally mounted beneath the tail of the fuel-source aircraft and must be deployed (i.e., extended) downwardly from the fuel-source aircraft to a fuel-receiving aircraft positioned behind and beneath the fuel-source aircraft.
Most of the known boom-deploying systems are hydraulic, which generally include a bi-directional hydraulic motor and a control structure with a valve for causing fluid flow through the motor in either of two directions in order to move the boom between stow and deploy positions. These hydraulic systems are of high complexity and therefore require substantial and costly maintenance.
Therefore, it would be desirable to provide an electromechanical system and method for deploying tanker booms to be used during a refueling process. It would be further desirable to deploy and stow the boom in a controlled manner, so as to eliminate snapping of the boom cord.
In view of the foregoing, it is an object of this invention to provide a boom deploy actuator using systems and methods that significantly improve the simplicity, maintainability, and reliability of deploying and stowing tanker booms during a refueling process.
These and other objects are accomplished in accordance with the principles of the present invention by providing a boom deploy actuator using systems and methods that significantly improve the simplicity, maintainability, and reliability of deploying and stowing tanker booms during a refueling process.
In accordance with the present invention, there is provided a method for deploying a tanker boom. The method includes developing a deploy starting torque that has a first rotational direction using a boom deploy actuator. The deploy starting torque is used for rotating a capstan for moving the boom from a stowed position toward a fully deployed position. The method also includes developing a slack remover torque that has a second rotational direction opposite the first rotational direction using the boom deploy actuator. The slack remover torque is used for rotating the capstan to remove any slack in a boom cord that extends from the capstan to the boom. Furthermore, the method includes developing a stow operation torque that also has the second rotational direction using the boom deploy actuator. The stow operation torque is used for rotating the capstan to move the boom from its fully deployed position to its stowed position.
The above and other advantages of the invention will be more apparent upon consideration of the following detailed description, taken in conjunction with the accompanying drawings, in which like reference characters refer to like parts throughout, and in which:
As shown in
The motion of boom 50 can be controlled by paying out boom cord or cable 60, which extends from rotatable capstan 40 and is coupled to boom 50. The torque and rotation of capstan 40 is controlled by boom deploy actuator 30.
Once boom 50 is unlocked, switch 25 closes, thereby coupling electrical power from power supply 15 to terminal 35 of boom deploy actuator 30. This coupling causes boom deploy actuator 30 to develop a deploy starting torque T1 on rotatable capstan 40, which ensures that boom 50 starts deploying from its stowed position S in downward direction D (as shown in FIG. 1A).
Either after a predetermined amount of time or after the rate of the deploying motion of boom 50 in direction D reaches a predetermined value, wherein boom 50 is in an intermediate position I between its stowed position S and its fully deployed position F, boom deploy actuator 30 stops developing starting torque T1 and begins developing a slack remover torque T3 on capstan 40 with a reverse direction to that of starting torque T1. Slack remover torque T3 removes any slack from boom cord 60 (shown, for example, in
When the rate of downward deployment of boom 50 reaches a particular value, boom deploy actuator 30 shifts to a damper mode in which an opposing damping torque T4 is developed by boom deploy actuator 30 on capstan 40. Damping torque T4 may be proportional to the rate of downward deployment of boom 50, thereby preventing the boom rate from becoming excessive. The use of damping torque T4 results in a soft landing of boom 50 in its fully deployed position F. Even after boom 50 reaches its fully deployed position F, boom deploy actuator 30 continues to develop slack remover torque T3 throughout the remainder of the refueling process. Damping torque T4 may also continue to be available if needed to prevent excessively rapid downward movement of boom 50.
At the end of the refueling process, a command 70 to stow boom 50 may be given by the boom operator at terminal 75 of boom deploy actuator 30 by closing switch 65. As a result, boom deploy actuator 30 develops a stow operation torque T2 on capstan 40 that is required to move boom 50 upwardly in direction U back to its stowed position S. Once boom 50 reaches stowed position S, lock/unlock actuator 20 locks boom 50 and opens switch 25, thereby disconnecting power supply 15 from terminal 35 of boom deploy actuator 30.
An illustrative embodiment of boom deploy actuator 30 is shown in more detail in FIG. 2. When switch 25 is closed, actuator 30 receives aircraft DC power (e.g., 24-270 volts DC) from power supply 15 via terminal 35. Electro-magnetic interference ("EMI") filter 110 is coupled to terminal 35 to protect the electrical system of boom deploy actuator 30 from interferences conducted and radiated from the aircraft's electrical system, and vice versa. Other terminals 105 and 115 represent the DC Power Return and the GROUND, respectively.
Aircraft power is conducted through EMI filter 110 to motor and driver controller 100 (hereinafter, simply "controller 100"). This filtered power is also conducted to voltage regulator 120, which supplies low level voltages (e.g., 15 volts DC) required by the electronic control circuitry of boom deploy actuator 30. When switch 25 closes, circuitry 130 outputs a temporary command CW for controller 100 to apply pulse width modulated ("PWM") power signals, via power wires 145, to brushless electric motor 140 that are appropriate to cause motor 140 to operate with an output of deploy starting torque T1 having a clockwise rotation. (The directions "clockwise" and "counter-clockwise" referred to herein are purely arbitrary and can be reversed if desired.)
Brushless motor 140 has many advantages over brushed motors. Firstly, because brushless motor 140 has no brush drag, the overall efficiency of the motor is higher. Moreover, brushless motor 140 generates less electrical noise, performs with less deterioration, and requires significantly less maintenance than a brushed motor.
The output of motor 140 drives capstan 40 through gears 150. (The torque-scaling effect of gears 150 is ignored in this discussion.) Boom cord 60 is wrapped around capstan 40, and the length of cord 60 payed out between capstan 40 and the free end of boom 50 may vary as capstan 40 rotates. Torque T1 is a predetermined torque that ensures that the initial downward movement of boom 50 from its stowed position S (see
Either after a predetermined amount of time or after the deployment rate of boom 50 reaches a predetermined value (circuitry 130 may be fed with RATE information by controller 100, for example), circuitry 130 outputs a command CCW for controller 100 to apply PWM power signals, via power wires 145, to brushless electric motor 140 that are appropriate to cause motor 140 to operate with an output of slack remover torque T3 having a counter-clockwise rotation. Controller 100 may apply a constant current based on the weight of boom cord 60 being used to cause motor 140 to operate with output torque T3. Preferably, torque T3 is not sufficient to significantly affect motion of boom 50, but it is sufficient to remove any slack 60s from boom cord 60 in the event that boom 50 moves upwardly in direction U at any time during the boom deployment and subsequent refueling operations, for example.
Boom deploy actuator 30 is equipped with Hall effect sensors 160 that signal the angular position of motor 140 to controller 100 via sensor wires 165. Rotational speed of motor 140 may be ascertained using the frequency of the output of Hall effect sensors 160. Sensor wires 165 replace the need for a commutator in a system that uses a brushed motor. An other advantage of the system of the present invention is that the bridge of brushless motor controller 100 includes at least six MOSFETs to commutate motor 140 (which may be a "Wye" or "Delta" wind motor, for example), thereby providing lower effective ON resistance and the ability to stay cooler at high power levels than a typical brushed motor controller. Alternatively, because a permanent magnet motor generates a back-EMF proportional to its rotational speed, the generated back-EMF may be used by controller 100 to ascertain the rotational speed of motor 140. If controller 100 senses a motor rotational speed in excess of a desired maximum speed, it may reduce the voltage available to motor 140 or it may pulse-width-modulate the motor power signal, so as to drop the rotational speed of the motor to the desired range.
If at any time during boom deployment (and subsequent refueling) boom 50 is moving downwardly excessively rapidly in direction D, boom deploy actuator 30 may shunt back-EMF (electro-motive force) generated by motor 140 into electronic damper circuit 170 in order to place an electrical load on motor 140. By temporarily transforming motor 140 into such a loaded electrical generator, a dynamic braking effect is achieved to cause motor 140 to operate with an output of damping torque T4 having a counter-clockwise rotation. Damping torque T4, which is preferably proportional to the speed of motor 140 and usually significantly greater than (or in addition to) slack remover torque T3, prevents capstan 40 from rotating clockwise excessively rapidly, and thereby prevents boom 50 from moving downwardly excessively rapidly in direction D.
From the foregoing it will be appreciated that damping torque T4 is typically proportional to the rate of deployment of boom cord 60, and hence proportional to the rate of deployment of boom 50. Electronic damper circuit 170 is activated to provide a smooth fall of boom 50 until it reaches its fully deployed position F (see, FIG. 1). Electronic damper circuit 170 may be automatically activated any time the downward movement of boom 50 exceeds a predetermined value during the entire refueling operation.
As mentioned above, any slack 60s in boom cord 60 is removed by slack remover torque T3, which may be constantly developed by motor 140 during the entire boom deployment and refueling operations. This removal of slack has a number of advantages. For example, if slack 60s were to be present in cord 60 when boom 50 moved suddenly downward in excess of the above-mentioned predetermined value, no damping torque T4 would be developed by actuator 30 because damping torque T4 is developed when boom 50 back-drives motor 140. In addition, boom cord 60 could snap when its slack 60s was suddenly exhausted. On the other hand, with slack 60s always removed in accordance with this invention, any downward movement of boom 50 in direction D can be controlled by electronic damper circuit 170, and therefore possible problems due to a fast falling of boom 50 and snapping of boom cord 60 can be avoided. Also, if there were to be a power failure in the system (i.e., system 10), and if boom 50 was in any intermediate position (i.e., position I shown in FIG. 1), boom deploy actuator 30 would continue to produce damping torque T4, thereby allowing boom 50 to land softly in its fully deployed position F.
At the end of the refueling process, a command to stow boom 50 is received via terminal 75 when switch 65 is closed by the boom operator. As a result, torque setting block 180 outputs a command for controller 100 to apply PWM power signals to brushless electric motor 140 that are appropriate to cause motor 140 to operate with an output of stow operation torque T2 having a counter-clockwise rotation. Stow operation torque T2, which may be a constant based on the weight of boom 50 and boom cord 60, and which is usually significantly greater than both slack remover torque T3 and damping torque T4, drives boom 50 upwardly in direction U towards its stowed position S. Once boom 50 has reached its stowed position S, lock/unlock actuator 20 (see
Thus it is seen that an aircraft boom deploy actuator electromechanical system has been provided with improved simplicity and maintainability. One skilled in the art will appreciate that the present invention can be practiced by other than the described embodiments, which are presented for purposes of illustration and not limitation, and the present invention is limited only by the claims which follow.
Barba, Valentin G., Vu, Khoi T.
Patent | Priority | Assignee | Title |
10807734, | Nov 28 2012 | Moog, Inc. | Tensioning device for aircraft refueling boom hoist |
11682535, | Mar 12 2021 | ESSEX INDUSTRIES, INC | Rocker switch |
11688568, | Mar 15 2021 | ESSEX INDUSTRIES, INC | Five-position switch |
7219857, | Jun 20 2005 | The Boeing Company | Controllable refueling drogues and associated systems and methods |
7293741, | Jun 09 2005 | The Boeing Company | System and methods for distributing loads from fluid conduits, including aircraft fuel conduits |
7309047, | Feb 25 2005 | The Boeing Company | Systems and methods for controlling flexible communication links used for aircraft refueling |
7469863, | Mar 24 2005 | The Boeing Company | Systems and methods for automatically and semiautomatically controlling aircraft refueling |
7472868, | Sep 01 2005 | The Boeing Company | Systems and methods for controlling an aerial refueling device |
7533850, | Jun 09 2005 | The Boeing Company | Fittings with redundant seals for aircraft fuel lines, fuel tanks, and other systems |
7581700, | Jun 09 2005 | The Boeing Company | Adjustable fittings for attaching support members to fluid conduits, including aircraft fuel conduits, and associated systems and methods |
7637458, | Jun 08 2005 | The Boeing Company | Systems and methods for providing back-up hydraulic power for aircraft, including tanker aircraft |
7878455, | Nov 19 2007 | EADS CONSTRUCCIONES AERONAUTICAS, S A | Refueling boom with backup raising cable |
7887010, | Jun 20 2005 | The Boeing Company | Controllable refueling drogues and associated systems and methods |
7922122, | Jun 09 2005 | The Boeing Company | Systems and methods for distributing loads from fluid conduits, including aircraft fuel conduits |
7946038, | Jun 09 2005 | The Boeing Company | Adjustable fittings for attaching support members to fluid conduits, including aircraft fuel conduits, and associated systems and methods |
7959110, | Apr 11 2007 | The Boeing Company | Methods and apparatus for resisting torsional loads in aerial refueling booms |
8356842, | Jun 09 2005 | Fittings with redundant seals for aircraft fuel lines, fuel tanks, and other systems | |
8421368, | Jul 31 2007 | SACO TECHNOLOGIES INC | Control of light intensity using pulses of a fixed duration and frequency |
8604709, | Jul 31 2007 | GREENVISION GROUP TECHNOLOGIES CORPORATION | Methods and systems for controlling electrical power to DC loads |
8903577, | Oct 30 2009 | GREENVISION GROUP TECHNOLOGIES CORPORATION | Traction system for electrically powered vehicles |
ER1643, | |||
ER6898, | |||
ER9900, |
Patent | Priority | Assignee | Title |
2663523, | |||
2949265, | |||
2960295, | |||
3091419, | |||
4129270, | Jun 13 1977 | The Boeing Company | Air refueling boom pivot gimbal arrangements |
4586683, | Jan 19 1978 | McDonnell Douglas Corporation | Rolling aerial refueling boom |
5996939, | Aug 28 1998 | Boeing Company, the | Aerial refueling boom with translating pivot |
6025683, | Dec 23 1998 | Stryker Corporation | Motor control circuit for regulating a D.C. motor |
DE10013751, | |||
GB2163710, |
Executed on | Assignor | Assignee | Conveyance | Frame | Reel | Doc |
May 06 2003 | Smiths Aerospace, Inc. | (assignment on the face of the patent) | / | |||
Jul 22 2003 | VU, KHOI T | SMITHS AEROSPACE, INC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 014338 | /0418 | |
Jul 22 2003 | BARBA, VALENTIN G | SMITHS AEROSPACE, INC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 014338 | /0418 | |
Jun 29 2004 | SMITHS AEROSPACE, INC | Smiths Aerospace LLC | CHANGE OF NAME SEE DOCUMENT FOR DETAILS | 029202 | /0973 | |
Nov 04 2007 | Smiths Aerospace LLC | GE Aviation Systems LLC | CHANGE OF NAME SEE DOCUMENT FOR DETAILS | 029202 | /0978 | |
Jun 28 2013 | GE Aviation Systems LLC | Whippany Actuation Systems, LLC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 031193 | /0845 |
Date | Maintenance Fee Events |
Feb 15 2008 | M1551: Payment of Maintenance Fee, 4th Year, Large Entity. |
Sep 23 2011 | M1552: Payment of Maintenance Fee, 8th Year, Large Entity. |
Sep 24 2013 | ASPN: Payor Number Assigned. |
Apr 01 2016 | REM: Maintenance Fee Reminder Mailed. |
Aug 24 2016 | EXP: Patent Expired for Failure to Pay Maintenance Fees. |
Date | Maintenance Schedule |
Aug 24 2007 | 4 years fee payment window open |
Feb 24 2008 | 6 months grace period start (w surcharge) |
Aug 24 2008 | patent expiry (for year 4) |
Aug 24 2010 | 2 years to revive unintentionally abandoned end. (for year 4) |
Aug 24 2011 | 8 years fee payment window open |
Feb 24 2012 | 6 months grace period start (w surcharge) |
Aug 24 2012 | patent expiry (for year 8) |
Aug 24 2014 | 2 years to revive unintentionally abandoned end. (for year 8) |
Aug 24 2015 | 12 years fee payment window open |
Feb 24 2016 | 6 months grace period start (w surcharge) |
Aug 24 2016 | patent expiry (for year 12) |
Aug 24 2018 | 2 years to revive unintentionally abandoned end. (for year 12) |